Artega GT put to the test: new German sports car

Rossen Gargolov
Artega GT in the test
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The compression ratio speaks volumes. No, not just the 11.4: 1 of the trumpeting 3.6-liter six-cylinder in the rear. It is the compression of the whole that makes the A rtega GT initially designed so lustfully.

Compressed to a length of only four meters, expanded to a width of almost 1.90 meters and pressed to a clear height of less than 1.20 meters - less than the Artega GT, no sports car in this performance class is canceled.

The Artega GT, assembled by hand in Delbrück, Westphalia (for the Artega GT driving report), is limited to the essentials. And that's exactly what makes the ride with him as a ride on the wave of sympathy. Without excessive swagger and sweeping pomp, the mid-engine flounder is popular everywhere. The Artega GT scores thanks to its compact dimensions and gains respect with its well-trained, sinewy figure. A new German athlete as he is in the book. With harmonious curves in the right place and a relatively long wheelbase, embedded between rudimentary overhangs.

Artega GT with a high degree of maturity with a pinch of large-scale production

Despite the supposed confinement of the built-up space, the Artega GT introduces many things that are standard in high-volume automotive engineering: two front airbags, sidebags in the perfectly contoured seats, ABS and ESP. The latter should soon have various degrees of severity such as race and sport. At the moment, however, is still On or Off. But it is also true that the inner values ​​of the small series project have now reached a high level of maturity. Anyone who goes down into the low seating position will find a successful arrangement made of little plastic and a lot of finely laid leather. In addition, there is a small pinch from large-scale production, for example in the case of the pitman arms. The majority of the cockpit, however, is made up of in-house creations. Clearly designed and positioned securely in view, classic and digital instruments share the informative tasks. The multi-display with the small sensor buttons in the center console, on the other hand, is a bit offside from a practical point of view.

Artega GT fits like a sneaker

Ergonomically, the Artega GT fits like a welllaced sneaker. There is still space behind the seats for light luggage. With a height of 1.85 meters, the leather-covered headliner stretches just a short distance over the main hair of the occupants. Only the cramped footwell ultimately forces you into a slight frog position.

VW-V6 of the Artega GT lives from the torque mountain

Enough theory. Ignition. In the rear of the Artega GT, the one from VW shouts Six-cylinder in an unrecognizable vehemence. With patience, the selector lever engages in level D. The DSG from VW shifts almost imperceptibly and quickly to six. The rest is done by the massive mountain of torque, which extends from 2,000 rpm to beyond 5,000 rpm. In addition, the bite of the transversely installed six-cylinder is blunted.

Nonetheless, the Artega GT's longitudinal dynamic performance is fantastic. The brilliant forward storm succeeds just as convincingly as the grandiose and steadfast deceleration. In this regard, the composition of aluminum frame and plastic body easily plays a role in the concert of well-known and big players. Even everyday things can be done without any problems. In the urban jungle, it can be maneuvered easily thanks to the very smooth steering - even though the turning circle reaches small truck level.

Artega GT oozes agility

With increasing speed, the sensitive steering of the Artega GT loses its smoothness. Now the Artega GT's urge for high agility can be lived out precisely and joyfully. The light-footed appearance is by no means just the result of the low weight - especially since the rear-heavy Artega GT weighs almost 200 kilograms more than originally forecast.

The lively dynamics are rather the result of an elaborate chassis construction and tight spring-damper coordination. Ultimately, this means that the ride comfort is rustic. Short transverse joints rumble quite a bit in the beams. Although the structure of the whole leaves a stable and high-quality impression - apart from one or the other slipped gap size.

On the racetrack, the Artega GT plays with the front

However, it leaves the most defining impression Artega GT on the racetrack. Without ESP, the tail reacts latently to load changes and can only be brought back on track with great difficulty. Feelingly held under load, but then please the impeccable traction and pronounced neutrality. Condensed to the essentials of a sports car - the lap time - the Artega GT can definitely have a say at the top.

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